US960797A

US960797A - Engine.

Info

Publication number: US960797A
Application number: US41200508A
Authority: US
Inventors: William E Blair
Original assignee: Individual
Current assignee: Individual
Priority date: 1908-01-21
Filing date: 1908-01-21
Publication date: 1910-06-07
Anticipated expiration: 1927-06-07

Description

W. E, BLAIR.

ENGINE.

APPLICATION FILED JAN.21, 190B Patented June 7, I910.

Wzlzkzm Z 2510226 3161 5/ 29i m eases WILLIAM E. BLAIR, OF BAY CITY, MICHIGAN.

ENGINE.

Specification of Letters Patent.

Patented June 7, 1910.

Application filed January 21, 1908. Serial No. 412,005.

Improvements in Engines, of which the fol lowing is a specification.

This invention relates to internal combustion engines; and it has for its ob ect to produce a gas or gasolene engine of the two c-ycle type which shall possess superior advantages in point of simplicity, durability and general efiiciency, and particularly'ln' the control of the inlet and exhaust ports.

\Vith these and other ends in view which will readily appear as the nature of the invention isbetter. understood,- the same consists in the improved construction and novel arrangement and combination of parts. which will be hereinafter fully described and particularly pointed outin the claim.

In the accompanying drawing has been illustrateda simple and preferred form of the invention embodied in a vertical engine; it being however understood that no limitation is necessarily made to the precise structural details therein exhibited, but that changes, alterations and modifications within the scope of the invention may be resorted to when desired, and that the essential features of the invention may be employed in a horizontal engine.

In the drawing, Figure 1 is a vertical sec tional view taken through the cylinder and piston of an engine constructed in accordance with the invention. Fig. 2 is a sectional detail view taken through the cylinder on the plane indicated by the line 2-2 in Fig.

- 1 and looking in the direction of the arrows.

Fig. 3 is a sectional detail view of the cylinder taken on the plane indicated by the line 3-3 in Fig. 1 and looking in the direction of the arrows. Fig. 4 is a sectional dctail view taken horizontally through the cylinder on the plane indicated by the line H in Fig. 1.

Corresponding parts in the several figures are denoted by like characters of reference.

The cylinder 0 having the cooling chamber 10, and the hollow piston P have been shown of ordinary conventional construction. In Fig. 1 of the drawings the piston has been shown at the lower limit of its stroke.

The cylinder is provided at one, side there of with the admission port 5 and with an exhaustport 6; at its opposite side the cyl inder is provided with the by-pass 7 having the terminal ports or apertures 8 and 9 at its lower or inlet and upper or delivery ends respectively.

The entrance port 5 is provided at its lower'edge with a V-shapcd triangular notch or recess 5 and a similar V-shapcd triangular notch or recess (S is formed at the upper edge of the exhaust port; these notches will conduce to a gradual opening of the entrance and exhaust ports respectively'upon the up stroke and the down stroke of the piston. In like manner the port or aper- 'ture 9 atthe upper or delivery terminal of the by-pass 7 is provided at its upper edge with a V-shaped triangular notch, desig nated 9; and it is to be observed that the total height of the port 9, including the notch or recess 9', is equ'al to the total height of the port or aperture 8 at the lower terminal of the by,; pass; the ports or apertures 8 and 9 are of equal width or transverse extent, but the port 9 is in general, and except at the center where the notch 9 is formed, of less height or vertical extent than the port 8; and it follows that the area of the port or aperture 8 exceeds that of the port.

or aperture 9. By thus relatively proportioning the ports 8 and 9, the charge is permitted to freely enter the by-pass through the open port. 8 and quickly flow to the port 9 for gradual admission into the cylinder the instant said port 9 is opened by the pis i ton, the decreased area of the port 5) and the mode in which it is gradually opened by the piston, however, preventing such charge from rushing too rapidly into the cylinder.

The piston P is of the usual inverted cup shape, and it is provided with a port or.

aperture 12 adapted to register with the ports 8, 9 at the ends of the by-pass 7 in order to permit the charge to pass from the lower end of the cylinder to the. explosion chamber at the upper end of the latter.

When the piston is at the upper limit of its movement, the entrance port 5 will be uncovered for the passage of the charge from the carbureter into the lower end of the cylinder; as the iston descends and approaches the lower imit of its movement, the port 9 at the upper end of the bypass 7 will be opened gradually to the passage of the charge into the explosionjhamber, and

that in the ordinary construct-ion of engine,

where the outlet port is suddenly opened full wide, the spent gases under high pressure discharge suddenly with full force, resulting in the production of a loud and objectionable noise. By the provision of the tapering notch or recess 6 this objection is overcome, as the piston in uncovering said recess before uncovering the body of the port allows of the escape of the spent gases to an extent to reduce the pressure to a material. degree, so that upon the opening 'of the port, the gases will easily discharge without the objectionable noise referred to.

The purpose of providing the fuel inlet port 5 with the tapering notch or recess 5, which is first uncovered by the piston on its compression stroke, is to adapt the port to open slowly and permit of a more thorough admixture of the gasolene and air before the charge enters the cylinder. In the ordinary engine where the inlet port is quickly opened, a too rapid entrance of the fuel charge is liable to occur, thus diminishing the efficiency on account of the imperfect admixture of the gasolene and air, and experience has demonstrated that the slower the admission of the charge can be effected in an engine of the three port type the greater the efficiency of action. It will be understood that by first andgradually uncovering the notch 5, and then uncovering the port until it is fully open, the entrance of the charge is retarded just suffi ciently to secure an effective combination of the gasolene with the air, thus producing a much more satisfactory mixture.

The inlet end 8 of the by-pass 7 is arranged opposite the inlet port 5, and by reason of the fact that such end 8 is of greater area than the delivery end 9 of the by-pass, it will be understood that provision is made for the rapid passage of the charge from said inlet end to said delivery end when the port 12 in the piston registers with the inlet end. By this means the charge is fed up ready to enter the cylinder through the port 9 as soon as the latter 0 ens, thus preventing any impediment to t e rapid flow of the charge to the upper portion of the cylinder after the admixture has been obtained. Then the piston moves downwardly on its working stroke, it first uncovers the notch 6 and a portion of the body of the port 6 to reduce the high pressure of the spent gases as above described and then uncovers the notch 9, thus allowing a portion of the fresh fuel mixture to enter the upper portion of the cylinder before the spent gases have fully discharged. As a result of this operation, the admitted fresh vapor will assist in displacing the remainder of the spent gases above the piston before the latter on its return stroke closes said port, by which the exhaust of the spent gases will not only be fa- I cilitated, but the retention of any portion thereof and their admixture with the fresh fuel prevented, whereby a positive explosion of the fresh charge will be insured as long as the igniting means is in good working order.

It will thus be seen that the ports as constructed and arranged work in harmony to reduce the noise and increase the efficiency of operation of the engine.

Having thus described the invention, what is claimed is;

In an internal combustion engine, a cylinder provided at one side with an exhaust port and a fuel inlet port, arranged one above the other, said exhaust port being provided in its upper edge and, said fuel inlet port in its lower edge with a V-shaped notch or recess, said cylinder also being provided in its opposite side with a by-pass having inlet and delivery ends of equal widths arranged respectively opposite said fuel inlet and exhaust ports, the said delivery end being provided with a V-shaped notch or recess at its upper edge terminating below the corresponding notch or recess of the exhaust port and the total height of said delivery end, including said notch or recess, being equal to the height of the inlet end, whereby the latter is of greater area than the delivery end, and a hollow piston provided with a port to communicate with the inlet end of the by-pass, the exhaust port and ends of the by-pass being aigranged to be uncovered near the end of the down stroke of the piston and the inlet port arranged to be uncovered near the end of the up-stroke of the piston.

Tn testimony whereof I atiix my signature in presence of two witnesses.

WILLTAM E. BLAIR.

Witnesses:

JOHN lV. Busn, 'lnnoooxin LANKEY.